Air Canada’s Fleet In 2021

From Simple Flying – link to source story

As Canada’s largest airline, Air Canada has a diverse fleet based across its four hub airports. The network airline has a mix of both widebody and narrowbody aircraft coming from both Airbus and Boeing. The carrier has gone through some changes in the past few years, with more significant upheaval taking place during the global health crisis. Let’s take a look at Air Canada’s fleet as it stands in 2021.

The Boeing 787 is Air Canada’s flagship aircraft. Photo: Air Canada

Air Canada’s fleet composition

According to data from, Air Canada has the following aircraft in its fleet. The quantities are noted in parentheses.

Aircraft from Airbus*:
  • A220-300 (22)
  • A320 (18)
  • A321 (15)
  • A330-300 (16)

*We should note that the airline ordered the A220 when it was still known as the Bombardier CSeries.

Aircraft from Boeing:
  • 737 MAX 8 (24)
  • 777-200LR (6)
  • 777-300ER (19)
  • 787-8 (8)
  • 787-9 (29)
The average age of Air Canada’s A330-300s is 16 years. Photo: Air Canada

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Outside of regular passenger service

There are aircraft within the Air Canada fleet that are outside of the airline’s passenger operations.

Notably, we have the airline’s private/charter subbrand, Air Canada Jetz. This sub-group consists of four Airbus A319s. This fleet traditionally consisted of three A319s, but it appears a fourth was added in December 2020.

Used to transport touring musicians, sports teams, or private groups, these aircraft have an all-business configuration of 58 seats. With the exception of a short pandemic run, these aircraft tend to stay out of Air Canada’s regular passenger operations.

The Jetz jets flew an all-business-class service during the Winter of 2020 but are typically reserved for special charter operations. Photo: Ken Fielding via Wikimedia Commons 

As we will mention further in this article, Air Canada retired its 767s at the start of the health crisis. However, some of these are slated for a full conversion to freighters. The airline says that two freighters are expected to be in service in time for this year’s fourth-quarter peak airfreight season.

With seven 767s on the list for conversion, it looks like the remaining five will be converted next year, in 2022. This was confirmed by the carrier’s current Chief Financial Officer and future Chief Executive during the earnings call in which Simple Flying attended:

“We’d love to have all seven up and operating by the end of next year. These are typically little bit of a longer process and slots are not really available, but we are certainly working on having all seven up and running by Q4 of next year.” – Michael Rousseau, Chief Executive Officer, Air Canada

Coming and going

On the outgoing side of things, it was in May 2020 that Air Canada announced the early retirement of 79 aircraft. 

Retirements included five 767-300ERs, 16 A319s, and 14 E190s in the mainline fleet. Another 25 767-300ERs and 22 A319s that made up Air Canada Rouge were also retired.

Air Canada took delivery of its first A220 back in January 2020. Photo: Air Canada

Looking at future aircraft, Air Canada has a decent number of Boeing 737 MAX 8s and Airbus A220-300s yet to be delivered. There was a little bit of a back-and-forth when the carrier announced it would be canceling some of its orders last November. The plan would have seen the airline cancel orders for 12 A220s and 10 737 MAX 8s.

However, one condition of the carrier’s government rescue package was that it would proceed with its planned orders for both aircraft types. As it stands, 16 737 MAX 8s and 23 A220-300s are still on the way.

As you can see from the list of aircraft, Air Canada has a fairly diverse fleet- which is quite typical of a large network carrier that operates both short-haul and intercontinental service.

Air Canada Cargo Announces Launch Routes For its Newly Converted Freighter Aircraft Arriving This Fall

MONTREAL, June 14, 2021 /CNW Telbec/ – Air Canada and Air Canada Cargo today announced the initial list of planned routes for the Boeing 767-300ER freighters scheduled to enter service this fall. Air Canada is in the process of fully converting several of its Boeing 767 aircraft into dedicated freighters in order to fully participate in global cargo commercial opportunities.

When the first converted 767 freighters enters service in October, they will fly primarily out of Toronto Pearson International Airport, and will operate on routes linking Toronto to Miami, Quito, Lima, Mexico City and Guadalajara, the first time Air Canada Cargo will serve this destination. Additional destinations to be served in early 2022, include Halifax, St. John’s, Madrid and Frankfurt as more freighters enter service.

“These freighters will provide long-term stability and growth for our cargo customers, in particular the freight forwarding community who require reliable air freight capacity year-round. They will allow us to continue building on the success of our cargo-only flights and are an important part of our future growth. I am excited to have these aircraft enter service, a milestone for Air Canada Cargo that also opens up a world of opportunities for us and our customers,” said Jason Berry, Vice President, Cargo at Air Canada.

Air Canada has begun the process of converting certain of its Boeing 767s that have been retired from its passenger fleet into fully dedicated freighters. As part of that process, all seats are removed from the aircraft, a large door is cut into the fuselage to allow for loading of palletized cargo, and the floor is reinforced to carry additional weight. Air Canada Cargo plans to have two freighters in service by the end of 2021, with more to join the fleet in 2022.

The addition of dedicated freighter aircraft to Air Canada’s fleet will allow Air Canada Cargo to provide consistent capacity on key air cargo routes, which will facilitate the movement of goods globally. With these freighters, Air Canada Cargo will enhance its capabilities to transport goods such as automotive and aerospace parts, oil and gas equipment, pharmaceuticals, perishables, as well as handling the growing demand for fast, reliable shipment of e-commerce goods.

In the fall of 2020, Air Canada successfully concluded a collective agreement amendment with its pilots represented by the Air Canada Pilots Association for contractual changes to enable Air Canada to competitively operate dedicated cargo aircraft in the cargo marketplace.

Since March 2020, Air Canada has operated more than 9,000 all-cargo flights using its wide-body passenger aircraft as well as certain temporarily modified Boeing 777 and Airbus A330 aircraft, which have additional available cargo space due to the removal of seats from the passenger cabin.

Inaccurate Airborne Status Transmitted by Transponders and its Effect on Runway Monitoring and Conflict Alert Systems – Civil Aviation Safety Alert

Transport Canada


The purpose of this Civil Aviation Safety Alert (CASA) is to raise awareness to aircraft owners, operators and Air Navigation Services Providers (ANSP) on an issue related to operation of aircraft equipped with the Honeywell Primus Epic integrated avionics system transponders.


The Transportation Safety Board (TSB) recently advised Transport Canada of an occurrence at Toronto/Lester B. Pearson International Airport (CYYZ) where immediately following a rejected takeoff, an Embraer 190 (E190) equipped with a Honeywell Primus Epic integrated avionics system transponder incorrectly transmitted that the aircraft was in airborne status but remained on the runway.

A second aircraft, a Boeing 777-300 (B777) readying for take-off had been issued a take-off clearance while the E190 remained on the runway. Although the E190 flight crew made a radio call to the tower that they were aborting the takeoff, at the same time the B777 read back its take-off clearance on the same control tower frequency and commenced its take-off roll. The simultaneous radio transmissions went undetected and neither air traffic control nor the B777 flight crew heard the abort radio call of the E190.

Immediately after beginning its take-off roll the B777 flight crew observed that the E190 was still on the runway and initiated a rejected takeoff. The B777 came to within 3800 feet from the E190.

In the initial assessment in its investigation (TSB investigation A20O0029) the TSB has found that the Honeywell Primus Epic integrated avionics system in the E190 uses software logic that determines the aircraft to be airborne when the aircraft’s indicated airspeed exceeds 50 knots. The result being that the aircraft transponder may transmit that the aircraft is airborne when the aircraft may still be on the ground.

Additionally, the runway incursion monitoring and conflict alert system (RIMCAS) used by the air navigation service provider (ANSP) at CYYZ was configured to use data from the aircraft’s transponder transmission as the primary indication that an aircraft had become airborne. Therefore when the E190 exceeded 50 knots on its departure roll, the RIMCAS identified the aircraft as airborne even though it was not. As a result of this system logic, the RIMCAS did not detect a conflict when the B777 began its take-off roll, and did not issue an alert until well after both aircraft had initiated their respective rejected-takeoff procedures and decelerated.

In December 2020, NAV CANADA published an Urgent ATC Information Bulletin for all Toronto Tower personnel. The bulletin cautioned controllers that RIMCAS Stage 1 and Stage 2 alerts may not be generated when Embraer E-jets and some aircraft manufactured by Dassault, Gulfstream, Learjet, and Textron Aviation (formerly Cessna) are departing. The bulletin also advised that Stage 1 and Stage 2 alerts may not be produced for aircraft or vehicles approaching the active runway when one of these aircraft types is departing, and controllers were reminded to monitor these situations closely. NAV CANADA is investigating options for RIMCAS software mitigations.

Transport Canada is in the process of communicating with the original equipment manufacturer (OEM) to address the current software logic to identify aircraft airborne status. Additionally, Transport Canada is in the process of communicating with applicable ANSP who have similar RIMCAS that could yield a comparable outcome with aircraft with similarly configured transponders.

Recommended action

  1. Air operators currently operating aircraft equipped with Honeywell Primus Epic integrated avionics system should provide the information found in this CASA to staff and/or flight crew as a means of awareness.

Parking brake not applied before Air Canada 777-300ER towbar accident

From Flight Global – link to source story

By David Kaminski-Morrow | 14 April 2021

French investigators have found that an Air Canada Boeing 777-300ER’s parking-brake had not been applied before one of the individuals in a pushback tractor was injured as he worked to disconnect the towbar.

The individual was a driver instructor and was training a tractor driver at the time of the event, which occurred at Paris Charles de Gaulle on 24 July 2019.

As the aircraft was pushed back from stand A38, the driver made a turn that was too wide and, during the manoeuvring, the tractor reached the maximum turn limit – resulting in a ruptured shear pin.

The instructor told French investigation authority BEA that he signalled to another member of the ground crew, a headset operator, regarding the situation.

“Convinced that the headset operator had understood, [the instructor] thought [the operator] had therefore informed the crew and asked them to apply the aircraft’s parking-brake,” says BEA.

As the instructor went to inspect and disconnect the towbar, he did not check an indicator light which would have shown the parking-brake status.

While he worked on the disconnection the aircraft began to move forwards, exerting a force on the towbar. One of the towbar wheels rolled over the instructor’s foot, trapping him, and the stressed bar suddenly unhooked from the tractor and struck the instructor’s leg.

Under the procedures of AGS, the tractor operating company, a towbar pin shear must prompt the ground personnel to ask the aircraft crew to apply the parking-brake and, if required, block the nose-gear. BEA says nose-gear blocks are not mandatory and are only used when a carrier’s procedures require them – Air Canada did not.

777-300ER-c-Air Canada

Source: Air Canada

Investigators heard the 777-300ER nose-gear had a lamp signalling parking-brake activation

The headset operator, who worked for Air France Industries, told the inquiry he did not see the tractor driver or instructor make a hand signal to indicate the stop and request the parking-brake.

BEA says it could not determine the exact accident sequence, including the time the pin ruptured and whether signals were exchanged between the tractor team and the headset operator.

But it states that the instructor alighted from the tractor and started to remove the towbar without the parking-brake having been applied and with no blocks in position.

It says a misunderstanding may have occurred between the tractor team and headset operator, adding: “As this [headset operator] was unaware of any anomaly, the immediate application of [standard] procedures, including the request to apply the aircraft parking-brake, may have been compromised.”

Air Canada Marks the 70th Anniversary of its Montreal–Paris Route

  • Air Canada is the North American airline that has offered service to France the longest

MONTREAL, April 1, 2021 – Today, Air Canada, the longest-serving North American airline in France, is celebrating the 70th anniversary of its Montreal–Paris route.

On April 1, 1951, a four-engine, 40-passenger Canadair North Star, registered as CF-TFO and operated by Trans-Canada Air Lines (now Air Canada), touched down for the very first time at Orly airport, in the suburbs of Paris.

Initially entailing a layover in London, UK, the flight between Montreal and Paris quickly became a non-stop, weekly service after its initial success.

Air Canada’s Montreal-Paris route serves Roissy-Charles de Gaulle Airport on a year-round basis. The regular schedule consists of two daily flights in summer season and one daily flight in winter season.

Air Canada’s flights are operated with Boeing 777-300ER aircraft (450 seats), Airbus A330-300 aircraft (297 seats) or Boeing 787-9 Dreamliners (298 seats). Customers have a choice of three service classes: Air Canada Signature Class, Premium Economy and Economy.

“This is an important milestone for our airline, our customers and, more specifically, Air Canada’s French colleagues,” said Mark Galardo, Senior Vice President, Network Planning and Revenue Management at Air Canada. “This 70th anniversary is a testament to the special, enduring relationship between the two cities, which have a long history of partnership and collaboration. This transatlantic flight from Canada sees the most demand and is a key part of our DNA. In addition, despite the challenges posed by the COVID-19 crisis, Air Canada has never suspended its Montreal–Paris route during the pandemic, and our sole ambition is to re-establish Air Canada’s presence in other French cities in order to continue to strengthen the ties that unite us.”

For the last 70 years, Air Canada has continued to bolster its presence in France and the French Caribbean, and to increase its commitment to French territories. 

Before the onset of the pandemic, Air Canada served seven French cities: Paris, Bordeaux, Lyon, Marseille, and Nice, as well as Fort-de-France and Pointe-à-Pitre in the Caribbean. The airline operated up to 45 weekly flights from its hub airports in Montreal, Toronto, and Vancouver, which offered connections to more than 50 destinations in the Americas.

About Air Canada

Air Canada is Canada’s largest domestic and international airline, and in 2020 was among the top 20 largest airlines in the world. It is Canada’s flag carrier and a founding member of Star Alliance, the world’s most comprehensive air transportation network. Air Canada is the only international network carrier in North America to receive a Four-Star ranking according to independent U.K. research firm Skytrax. In 2020, Air Canada was named Global Traveler’s Best Airline in North America for the second straight year. In January 2021, Air Canada received APEX’s Diamond Status Certification for the Air Canada CleanCare+ biosafety program for managing COVID-19, the only airline in Canada to attain the highest APEX ranking. Air Canada has also committed to a net zero emissions goal from all global operations by 2050. to welcome Air Canada Cargo as its first North American carrier to welcome Air Canada on its leading ebooking platform and to deliver on its global expansion strategy, funded by its December 2020 Series-B investment round.

Berlin, March 30, 2021 – has entered into a letter of intent with Air Canada, through its cargo division Air Canada Cargo, to offer its capacity on’s leading air cargo booking platform. Upon conclusion of a definitive agreement, freight forwarders will soon have access to a first-class booking experience with real-time capacity and quotes. The airline is poised to become the first North American airline on the ebooking platform.

“We are delighted to double down on our global expansion strategy and look forward to welcoming Air Canada Cargo on board as a first mover in the North American region. Air Canada Cargo’s constant drive for innovation and technology to offer customers the best possible service is very much in line with’s values and strategy,” stated Moritz Claussen, Co-Founder and Managing Director of “Given the current capacity constraints out of Europe to North America,’s growing user base will now have additional real-time access to much sought-after space at the click of a button.“ 

Jason Berry, Vice President Cargo at Air Canada, said: “An association with will enable us to deliver on our customer promise of providing easy and reliable booking access to our growing capacities and help us to further develop our digital distribution capabilities. A concluded definitive agreement will support Air Canada Cargo’s rapid cargo network expansion, increase its day-to-day efficiency, while at the same time offering customers an outstanding service quality and seamless online access to attractive connections to and from Europe, Latin America, the US and Asia-Pacific.” raised more than $60 million in two funding rounds last year to support its rapid expansion, with one key focus on establishing a North American presence. It recently appointed Chad Tibor as Vice President and General Manager Airlines for the Americas, to shape its supplier growth strategy on the American continents. Chad Tibor commented: “We look forward to supporting Air Canada Cargo’s growth as it adds more cargo flights and takes delivery of the first two of its freighters later this year. We see the Americas as key markets for and will continue to invest in long-term and mutually beneficial partnerships with carriers here, with Air Canada as a blueprint.” and Air Canada Cargo have kicked off their integration phase. Subject to the conclusion of a definitive agreement which is planned to be finalized by April 30, Europe to North America flights are expected to go live in the second quarter of 2021.

About Air Canada Cargo

Air Canada Cargo provides direct cargo services to over 150 Canadian, U.S. transborder and international destinations and has sales representation in over 50 countries. With hubs in Montreal, Toronto, Calgary, Vancouver, London and Frankfurt, its network is extended through interline agreements with other air carriers and through ground trucking services offered in selected markets, serving more than 300 destinations in all.

Primarily a belly-capacity provider, in March 2020, Air Canada Cargo became the first North American airline to begin offering cargo-only main-deck passenger flights in response to the Covid-19 pandemic, stripping the seats from 4 B777 and 3 A330. To date, it has carried out more than 2000 main-deck cargo-only passenger flights, running over 30 daily, scheduled cargo-only routes within its growing service of 200 or more cargo flights per week.

At the forefront of innovation, Air Canada Cargo has three key focus areas for 2021 which include the start of its own B767 freighter network in the fourth quarter of this year, a dedicated e-commerce program complete with web-related services to come soon, and the ongoing expansion of its drone last-mile delivery projects.

Transport Canada may consider banning Boeing 777s from airspace following engine fire

From CTV News – link to source story and video

Cameron French, writer | Monday, February 22, 2021

United Airlines Flight 328 approaches Denver International Airport after experiencing a ‘right engine failure’ shortly after taking off from Denver on Feb. 20, 2021.

TORONTO — Transport Canada may consider temporarily banning certain Boeing 777s from Canadian airspace depending on what investigators uncover about an engine fire that forced a 777 to land shortly after takeoff from Denver over the weekend.

The incident prompted Boeing to recommend grounding 777s with Pratt & Whitney PW4000-112 engines. Several airlines have grounded their fleets of 777s with those engines, and the United Kingdom said it will temporarily ban the aircraft from its airspace.

“Transport Canada aviation safety experts are monitoring the situation and the U.S. NTSB investigation closely. Should any safety issues be identified, the department will not hesitate to take immediate action and ground the Boeing 777 aircraft from Canadian airspace, if necessary,” the agency said in an emailed statement.

Transport Canada said it has been in contact with the U.S Federal Aviation Administration, which on Sunday issued an emergency order calling for inspections of the aircraft, and is expected to issue an airworthiness directive on the engine issue.

Air Canada has 25 Boeing 777s in its fleet, according to its website, but the airline said those planes use General Electric engines.

“Air Canada’s Boeing 777 fleet do not have the same engines so are not affected,” the airline said in a statement. 

None of WestJet, Sunwing, or Air Transat have Boeing 777s in their fleets, according to their websites.

According to registry data, the only airlines that operate with the affected engines are based in the United States, Japan and South Korea. Transport Canada confirmed that no Canadian airlines operate Boeing 777 aircraft with the Pratt & Whitney PW4000-112 engine.

The emergency landing in Denver, along with dramatic video posted on social media of the engine spewing flames in flight, comes in the wake of the year-long grounding of Boeing’s 737 Max series after two deadly crashes in 2018 and 2019. All passengers survived the Denver landing.

Boeing recommends grounding 777 aircraft after plane makes emergency landing in Denver

From CBC News – link to source story

Plane suffered catastrophic engine failure, debris rained down on suburbs

The Associated Press · Posted: Feb 22, 2021

United Airlines is temporarily removing Boeing’s 777 aircraft from service after one of its planes suffered catastrophic engine failure and had to make an emergency landing on Saturday. (Kamil Krzaczynski/Reuters)

Boeing has recommended that airlines ground all of its 777s with the type of engine that suffered a catastrophic failure over Denver on the weekend.

A United Airlines plane’s right engine blew apart just after takeoff. Pieces of the casing of the engine, a Pratt & Whitney PW4000, rained down on suburban neighbourhoods.

Engines for Air Canada’s Boeing 777 aircraft were manufactured by General Electric.

The plane made an emergency landing at Denver International Airport. None of the 231 passengers or 10 crew on board was reported hurt, authorities said.

U.S. regulators have ordered United Airlines to step up inspections of Boeing’s 777 aircraft, and United is temporarily removing the aircraft from service.

WATCH | Boeing recommends grounding certain 777s after engine failure:

Boeing recommends grounding certain 777s after engine failure, falling debris – CBC video

U.S. Federal Aviation Administration Administrator Steve Dickson said in a statement Sunday that based on an initial review of safety data, inspectors “concluded that the inspection interval should be stepped up for the hollow fan blades that are unique to this model of engine, used solely on Boeing 777 airplanes.”

The statement said that would likely mean some planes would be grounded — and Boeing said they should be until the FAA sets an inspection regime. Japan, meanwhile, also ordered the planes out of service, according to the financial newspaper Nikkei, while saying that an engine in the same family suffered trouble in December.

Engines for Air Canada’s Boeing 777 aircraft were manufactured by General Electric.

Boeing said there were 69 777s with the Pratt & Whitney 4000-112 engines in service and another 59 in storage. United is the only U.S. airline with the engine in its fleet, according to the FAA, and it had 24 of the planes in service. Two Japanese airlines had another 32 in service.

“We are working with these regulators as they take actions while these planes are on the ground and further inspections are conducted by Pratt & Whitney,” Boeing said in a statement issued Sunday.

The engine maker said it was sending a team to work with investigators.

Video showed engine engulfed in flames

The emergency landing this past weekend is the latest trouble for Boeing, which saw its 737 Max planes grounded for more than a year after two deadly crashes in 2019. The planes began returning to the skies late last year — a huge boost for the aircraft maker, which lost billions during the Max grounding because it has been unable to deliver new planes to customers.

Video posted on Twitter from Saturday’s emergency showed the engine fully engulfed in flames as the plane flew through the air. Freeze frames from different video taken by a passenger sitting slightly in front of the engine and also posted on Twitter appeared to show a broken fan blade in the engine.

The U.S. National Transportation Safety Board said that two of the engine’s fan blades were fractured and the remainder of the fan blades “exhibited damage.” But it cautioned that it was too early to draw conclusions about what happened.

United says it will work closely with the FAA and the NTSB “to determine any additional steps that are needed to ensure these aircraft meet our rigorous safety standards and can return to service.”

The NTSB said the cockpit voice recorder and flight data recorder were transported to its lab in Washington so the data can be analyzed. NTSB investigations can take up to a year or longer, although in major cases the agency generally releases some investigative material midway through the process.

Misinterpretation of air traffic control communication identified as a factor in August 2019 runway incursion at Toronto/Lester B. Pearson International Airport

From: Transportation Safety Board of Canada

News release

Richmond Hill, Ontario, 15 January 2021 — The Transportation Safety Board of Canada (TSB) today released its investigation report (A19O0117) into the August 2019 runway incursion between two aircraft at the Toronto/Lester B. Pearson International Airport, Ontario. There were no injuries.

On 9 August 2019 at 1240 local time, an Air Canada Boeing 777-300 landed on Runway 33L. Three minutes later, at 1243 local time, an Air Georgian Bombardier CRJ 200 was instructed to line up on parallel Runway 33R. In accordance with air traffic control (ATC) instructions, the Boeing 777 was crossing Runway 33R. Simultaneously, the flight crew of the CRJ 200 began its take-off roll on the same runway without a take-off clearance from ATC. When the CRJ 200 flight crew saw the Boeing 777 over the crest of the runway, they rejected the takeoff and exited via a taxiway.

The investigation found that while completing the pre-departure checks, the flight crew of the CRJ 200 was informed of a change in departure instructions. The first officer received and read back the line-up instruction with the departure amendment, but misinterpreted that ATC communication as a clearance for takeoff.

It was determined that the number of pre-departure tasks the flight crew was required to complete within a short amount of time increased their workload, and that the workload was further increased by the additional tasks brought by the change in instructions. Thus, it was found that the increased workload, the expectation to receive a take-off clearance without delay, and the misinterpretation of the line-up instructions led the CRJ 200 flight crew to initiate take-off roll without a take-off clearance. Also, because of the grade profile of Runway 33R, the fuselage of the Boeing 777 would not have been visible to the CRJ 200 flight crew at the start of the take-off roll, therefore they had no visual indication that it was unsafe to begin the takeoff.

Both flight crew members worked an early morning shift after working an evening shift, known as a backward-rotating shift schedule. Although the investigation did not determine that fatigue affected the performance of the flight crew in this occurrence, backward-rotating shift schedules cause circadian rhythm desynchronization, which increases the risk of fatigue in crew members who do not receive sufficient time off to adapt their sleep-wake pattern when working these schedules. Furthermore, if airlines do not inform crew members of the risk of fatigue due to the direction of shift schedule rotation, there is an increased risk that crew members will operate an aircraft while fatigued.

Following the occurrence, NAV CANADA issued a directive reminding air traffic controllers to cancel the take-off clearance or issue an instruction to abort takeoff when runway incursion monitoring and conflict alert system stage 2 alerts are activated by a departing aircraft.

Air Georgian Limited conducted an internal safety investigation as per the company’s safety management system. It amended its standard operating procedures to mandate an ATC query if one of the two crew members was unaware of the content of an ATC clearance or instruction.

See the investigation page for more information.

Future of travel: these five planes could change everything

From the National News – link to source story

Patrick Ryan, Dec 29, 2020

Supersonic speeds and less fuel consumption could become the norm for air travel

The future of airline travel is set to change forever with the advent of a new era of high-powered jetliners.

Travelling further distances at higher speeds while burning less fuel has long been seen as a pipe dream for the industry – but that could all be about to change.

With travel habits expected to change, not least because of the Covid-19 pandemic, The National looked at some of the new planes that are expected to be at the forefront of the next generation of flight.

Boom Supersonic Overture

The Oregon-based company Boom Supersonic is set to release the Overture in 2026. The aircraft can fly at twice the speed of sound at Mach 2.2 but is expected to be limited to subsonic speeds of around 1,125kph over land.

It will be the first civilian supersonic jet since Concorde was retired almost 20 years ago.

The company has promised that prices would not be much higher than a typical seat in business class.

How the interior of the Boom Supersonic Overture is expected to look.  Courtesy: Boom Supersonic
The planned interior of the Boom with a distinctive 1+1 single aisle configuration. Courtesy: Boom Supersonic

The Overture will be able to fly from Tokyo to Seattle in four and a half hours, cutting four hours off the usual time.

A trip from Los Angeles to Sydney could be completed in eight and half hours with the Overture, instead of the standard 14.5 hours.

The Overture also has a range of 8,300 km.

Maveric by Airbus

The suggestion that Airbus has created a plane that looks like it belongs in a futuristic version of Top Gun will not be allayed by its name – Maveric (Model Aircraft for Validation and Experimentation of Robust Innovative Controls).

The plane, which is 2 metres long and 3.2 metres wide, has the potential to reduce fuel consumption by up to 20 per cent in comparison to current single-aisle aircraft.

The Maveric is designed to hold hundreds of people but experts predict we could have to wait until 2035 before we see aircraft using this design in regular use.

It is currently in the development phase but a remote controlled prototype took flight for the first time in June last year.

The “blended wing body” opens up new possibilities for propulsion systems as well as resembling a giant bat.

“Airbus is leveraging emerging technologies to pioneer the future of flight. By testing disruptive aircraft configurations, Airbus is able to evaluate their potential as viable future products,” said Jean-Brice Dumont, executive vice president of engineering with Airbus.

“Although there is no specific time line for entry-into-service, this technological demonstrator could be instrumental in bringing about change in commercial aircraft architectures for an environmentally sustainable future for the aviation industry.”

Airbus A220-500

The Airbus A220-500 is expected to make travelling in economy class a whole lot more comfortable.

Expected to be released in the second half of this decade, the A220-500 boasts seats at least 46cm wide, has a 2×3 seating layout, and can hold 150 passengers – a significant increase from the existing A220s, which hold 100.

The new model also offers larger windows as well as spacious overhead lockers for storage.

The A220-500 will consume less fuel than other regional planes, which will make shorter flights more appealing to environmentally conscious passengers.

Boeing 777X

Boeing claims its new 777X will be the “world’s largest and most efficient twin-engine jet, unmatched in every aspect of performance”.

Lufthansa will launch the jet into service in 2022, two years after it was delayed because of the Covid-19 pandemic.

Inside the Boeing 777X. Courtesy: Boeing
Inside the Boeing 777X. Courtesy: Boeing

The 777X will carry between 384 and 426 passengers in a multi-class layout.

The aircraft will also feature dimmable windows, wider cabins and bigger sized overhead lockers.

Expect to see this plane become a regular feature at Dubai International Airport as Emirates has ordered 150 777Xs, worth more than $83 billion. The aircraft are expected to seat 426 passengers and has a range of 13,500 km.

Airbus A321XLR

Airbus’ A321XLR will be able to fly just under 8,700km nonstop. A third fuel tank means it can fly for up to 10 hours without needing to refuel – which is almost double that of other narrow bodied planes.

Airbus also claims the aircraft, which is expected to be released in 2023, operates with a 30 per cent reduction in fuel burn per seat.

The A321XLR has a top speed of 876kph.Updated: December 29, 2020 04:08 PM